Brake safety



L. F.`HELLMANN AND W. W. BAXTER.

AUTOMATIC RAILWAY SAFETY CONTROL.

APPUCATIUN Fl-LED MAR. T4. 1921'.

Reissued Apr. 25, 1922.

Tw.. :i a m E,...

' gwuenom Lui F. Hellmann WWNamW. Baxter* UNITED STATES ALUI F. HELLMANNAND WILLIAM W.

iPATIVI" FFIC.

BAXTER, OF INDEANAPQLIS, "INDIANA,

ASSIGNORS TO AIR BRAKE SAFETY APPLIANCE CO., OF NDEANAPOLIS, IND- niva,A confrona'rion.

AUTOMATIC RAIAY SAFETY CONTROL.

15,343. Specification of Ressu ylJrgnalvNo. 1,340,861, dated 'May 18,1920, Serial No. filed Match 14:, 1521.

To all to wmt may concern.

Be it known that we, LUI F. HELLMANN and. WILLIAM W. BAXTER, citizens ofthe United Sta-tes, residing,I at 1549 Leonard `Street and 128 SouthTraub Street, respectively, in the city of lndianapolis, county ciMarion, and State of Indiana, have invented certain -iiew and usefulimprovements in automatic railway safety controls to be used on and inconnection vwith trains open ated by electricity, steam, or other meansor motive force, of which the following is a' specification. l

Our invention relates more especially to those 'modes of conveyance andtransportation which operate by means of some power over a line ofrails, and which are equipped, or are to be equipped, with air brakes,or other pressure types of brakes, of that type most commonly known asthe air brake system.

y The object of our invention is to produce a means for eliminating thehuman factor from the control or' the train during such times when thetrain shall have become dangerous, and a menace to public safety, byvirtue of some failure of the air supply system which will causel thepressure in said air supply system to become dangerously low, or failentirely.

A further object of'our invention is to produce a means forautomatically taking over the control. of the train when, throughcarelessness or neglect off the driver, the train shall have become amenace to public safetyr -A further object of our invention is toproduce a means which will prevent the operation of the train until thebrake system shall be in an operative and safe condition..

A further object of our invention is to -produce a positive means forYaccomplishing` the objects above set forth.

A :further object of our Vinvention is to produce a means, which, ittampered. with, will prevent the operationvoftlie train.

A urther objectl of our invention is to produce a means, wherein thefailure ot any vital part thereof will cause the train to stop, and willprevent further operation ot the train until the detect vhas beenremedied, or roper safety precautions taken.

it'h these objects in view our invention consists generally, et anautomatic brake or opposite source oi power. thej drivers brake, or handcontrol, valve #i .indicates an auxiliary circuit breaker.

@d Letters Estant. Rci'ssiied A131225, 1922.

297,107', filed May la, 1919. Application for reissue vSerial No,452,299.

control valve placed in connection with the hand control valve; anelectro -magnetic means for operating said valve; an electro' Ourinvention will be more readily under- 'stood by reference to the accoipanyingg drawings which form a part of this specificav` tion, and inwhich,-

Figure 1 represents a general diagramniatical view of the arrangement,giving the layout of the pipingand the wiring diagram,

and shows the A.application and connection of the automatic controlvalve with the cai* or train piping.

vFigure 2 represents a sectional and detailed view or the automaticcontrol valve.

Again referring to the drawings, 1 indicates the trolley -wire or othersource of electric power or current, 2 indicates the rails 3 indicates 5ndicates the magnet which trips the circuit breaker el., when thecurrent fails. Magnet 5 can be placed in conjunction with the regularcircuit breaker and still accomplish the desired results.

6 indicates the trolley or other means for taking up the electriccurrent, 7 indicates the wire carrying said current tothe circuitbreaker 4f; 9 indicates the wire carrying said current from 'the circuitbreaker le to the motors and other devices which may be upon the carfortrain.

10 indicates the automatic control valve, 11 indicates the wire carryingthe current 'rom the track or other means or source of power, into thecontact devices ot the Vcontrol valve.

, '12 .indicatesthe wire carrying the current. liom the Contact devicesof the control valve into the magnet of the same, while 13 indi4 catesthe wire from the magnet of the control valve to the trip magnet oi thecircuit breaker.

14 indicates the tank or storage reservoir,

4for brake pressure and 15 indicates the pipe "toirra'tic control valve10.

j19 indicates the pipe carrying the pressure between the main reservoirline and the automatic control valve 10, and 20 the release oratmospheric pressure line.

21 indicates the'magnet of the automatic control valve 10, 22 indicatesthe solenoid plunger' for the same, 23 indicatesthe piston rod, 24 thepiston rod packing nut and 25 the piston rod packing. V

26 indicates the 4main pressure space, 27 indicates the contact pressurecylinder, 28 indicates the port between the pressure space 26 and thecontact cylinder 27, 29 indicates the contact piston, 30 the contactpiston release spring, the release spring adjusting nut, 32 the contactsurface, 33 the contact surface insulation and 34 the Contact pistonrod.

35 indicates the contact springs, 36 the contact holding screws,.37thecontact insulation and 38 the cover.

39 indicates the main cylinder, 40 the main piston, 41 the main pistonpacking, 42 the main spring, 43 the main spring adjusting nut, 44 thecylinder head, 45 indicates the port to pipe 18, and 46 indicates theport to pipe 1.7.

The drawings which form a part of this specification arediagrammatic-.al only and are not scaled working drawings. The sizes andpressures oi the various springs shown and the proportions between thevarious piston areas shall be so designed and proportioned that all willproperly function to give the working and results as describedthroughout this specilication.

rihe operation ci the automatic railway safety control is as follows;-

lt is assumed that the train is in an operative or safe condition. Whenthis condition exists there is a certain predetermined pressure in themain reservoir 14. This pressure is then flowing through the pipes 15and 19 into the chamber 26 ot the automatic control valve 10.

There is also a regular electrical pressure in the trolley wire l andthe track 2.

The pressure in the chamber 26 is comn niunicated to the cylinder 27through the port 28. When this pressure is at its proper predcterminedlimit., it forces the piston 29,

the piston rod 34, the contact surface 32 and the contact surfaceinsulation outward so that the contact surface 32 permits a free flow ofelectrical current between the contacts 35, thereby permitting a freeflow of current from the track 2, through conof the said system thecurrent would flow 'f from the trolley wire 1 to the track 2 through thesame wires, breakers, magnets and contacts, exceptvthat it would flow ina reverse direction. In alternating `current systems no direction oit'flow could be estab'- lished.

Circuit breaker 4 is now thrown in by hand and a flow of current passes-from the track 2 to the trolley wire 1, through Vthe magnets 21 and 5.This iiow causes magnet l 5 to hold circuit breaker 4 in a closedposition, and 'permits the normal operation of the train and the re ularpump which keeps up the pressure in t e tank 14.

Simultaneously the plunger 22 of the magnet 21 is drawn in and thepiston 40 and the piston packing 41 are drawn in by the piston rod 23,thereby closing the chamber 26 from the cylinder 42, and thereby causeing port 45 and port 46 to open into the cylinder 42 as shown, in directcommunis cation with each4 other, and this said ope-n ing permits lafree flow of pressure between pipes 17 and 18, and thereby permits regirlar or manual operation of the braking systern by means of theengineei"s valve 3, or regular, saie operation of the train.

When through accident, carelessness or neglect, the pressure :in thetank 14 is reduced to a pri-xdetermined limit, this limit to besuiiiciently high to make it effective in the operation ot' the brakesthe pressure in the chamber 26, and consequently in the cylinder 27 iscorrespondingly decreased and the 'pressure oiA the spring 30 againstthe piston 29 causes this piston to move inward, thereby causing theContact surface 32 to withdraw i'romend break connections with thecontacts 35, which breaks the flow of current between the wires 11 and12.

This demagnetizes the magnet 21, releases the plunger 22 and permits theremaining pressure in the chamber 26 to force the piston 40 outwarduntil it has passed over the port 46 and has established a freecommunication between the chamber 26 and the port 46. A i'ree ilow ofthe remaining pressure now established from reservoir 14 through pipe 15and 19 into the brake cylinder 16 through the pipe 17. This remainingpressure is sul'licient to i'ully set the brakes and stop the train.

Simultaneous .to the voperation of the automatic brake control valve,the magnet 5 becomes demagnetized and permits the circuit breaker l tobreak :the current passing between the Wires 7 and 9. This operationcloses oil the motive ,power of the train and prevents the furtheroperation thereof.

Before the train can again be operated it is necessary for Vthe driverto hold the circuit breaker 4: in by hand, until a suiiicient pressurehas been reestablished to close the circuit between the Wires 11 and 12,at which time the starting position Will again be reestablished.

From the foregoing it will be seen that to `make our inventionvadaptable for steam or other railways, it will merely be necess-ary toreplace the circuit breaker with a motive power throttle control valve,which would be automatically operated by the magnet 5, in Which eventthe current for the operation of our devices Would come from someinternal source. We do not limit ourselves in this respect or otherwiseto the specific device shown in the drawings and described in thespecification, the true scope of the invention being shown in the.appended claims.

Having thus fully described our said invention, what We claim as new anddesire to `secure by Letters Patent is:

' operators .brake control valve to the brake determined scribed.

In a combination comprising an automatic control system, a means formaintain ing a normal free passage through the air line from theoperators brake control valve to the brake mechanism in combination.

With a means for .automatically closing the passage to the operatorsbrake control valve and opening .a passage from the air supply line tothe brake mechanism, arranged to function Whenever the -air pressureinthe air supply system shall have Jfallen to a predetermined pressure.and a means for shutting off the motive power, said means being oper--ated by the means which causes the brakes to function whenewr thepressure in ythe air supply system shall have fallen to a predeterminedpressure, substantially as describeifl.

3. An automatic control, comprised of a means for applying brakes, saidmeans to consist of Ia means for maintaining a normal passage from theoperators brake control.

valve tothe brake cylinder, a means for actuatingthe brake applying.mechanism when the brake pressure shall have fallen to a predeterminedpressure,a means for opening a secondary passage from rthe source of airsupply to the brake cylinder, and a means for shutting off the motivepower, said means consisting of a means for opening lthe circuitcontrolled by the means for actuating the brake applying mechanism whenthe brake pressure shall have fallen `to .a predetermined pressure,substantially as described.

4. An automatic. control valve comprised of a means for maintaining .anormal passage from the operators brake controlvalve to the brakecylinder in combination With a means for closing said normal passage andopening up a secondary passage from the source'of air supply to thebrake cylinder, and an electro-magnet for operating said means forclosing the normal passage and *open-ing up the secondaryl passage, saidelectro-magnet to be .actuated by the fall of pressure in the air supplysystem to a predetermined pressure, substantially as described.

5. An automatic control valve comprised of a .means for maintaining aanormal passage from the operators brake control valve Vto vthe brakecylinder .in combination with a means for closing said normalfpassageand opening up a secondary :passage from the source of air supply to thebrake cylinder, an -electrofmagnet for operating said means for closingthe normal passage and open ing up the secondary passage, and a meansfor energizing and deenergizingsaid electromagnet, said means forenergizing and deenergizing said electro-magnet to be actuated bythefall of pressure in the air sup- -ply system to 4a predeterminedstantially as described.

6. In combination, normally-inoperative means for supplying motivepowerto a train unit, electro-magnetici means to maintain the same inoperative relation, flu-id operated means -ior applying-.a brake, andelectrof magnetic .means `for controlling the `brake applying means, thewindings of both electro-magnetic .meansbeing in the same circuit,substantially as .set lforth.

7. In-cembination, a pair-of electro-mag netsfa :fluid loperated braking.device controlled byone-.of said electro-magnets, and a normallyinoperative conduit for motive power maintained in operative conditionby pressure, subthe other electroemagnet, both of said electro-- magnetsbeing in the same circuit, substantially as set forth. v

8. In combination, a fluid operated braking device, electro-magneticmeans controlling the operation of said braking device, a secondmagnetic means in circuit with the first and controlling the path formotive power, said piath for motive power being normally disabled,manual means to restore said path, and automatic means for disabling andrestoring the rst named electro-mag netic means, substantially .as setforth.

9. In combination, a fluid pressure brake, a fluid pressure chamber,a-passage between the brake and the chamber, a valve in the passage, anelectro-magnet adapted to hold the valve yin closed position, a lateralchamber openingfrom the pressure chamber and a piston in said chamberadapted on undue fall of pressure to de-energize the electromagnet,substantially as set forth.

l0. In combination, a fluid-operated brake, a valve to control the Howof fiuid to the brake, `a spring and a magnet cooperating to hold thevalve in one position and means to de-energize the magnet whereupon thefluid pressure may overcome the effect of the spring, substantially asset forth.

ll. In combination, a fluid pressure brake, a fluid pressure chamber, apassage between the brake and the chamber, a valve inv the passage, anelectro-magnet adapted to hold the valve in closed position, a pistonoperated by the pressure in the chamber, and a switch in circuit withthe electro-magnet and controlled by said piston, substantially as setforth.

12. A fluidbperated brakeapplying mechlanism having a manual controlandan automatic control therefor comprising a pressure chamber, apassage leading therefrom to the brake applying means, a valve insaid-passage normally held against movement, a second passage leadingtherefrom to an auX- iliary chamber and means in the auxiliary chamberto control. said valve-holding means, substantially as set forth.

.1.3. A fluid-operated brake-applying mechanism having a pressurechamber, auxiliary chambers connected thereto, a piston in eachauxiliary chamber, one piston acting as a valve to close a passage to abrake cylinder, a spring to move said piston toward the pressurechamber, a stronger spring to move the other piston toward the pressurechamber, means co-acting with the first spring to keep said passageclosed, and means operated by the second piston to control saidlast-named means, substantially as set forth.

14. A fluid-operated brakeapplying mech anism having a pressure chamber,auxiliary chambers connected thereto, a piston in each auxiliarychamber, one piston acting as a valve to close a passage to 'a brakecylinder, a spring to move said piston toward the pressure chamber, astronger spring to move the other piston toward the pressure cha-mber,means for adjusting the relative tension of the springs, means co-actingwith the first spring to keep said passage closed, and means operated bythe second piston to control said last-named means, substantially as setforth. 1

l5. A fluid-operated brakeapplying mechanism comprising means forautomatic application of a brake, said means including a fluid pressurechamber, a piston operable by the pressure in said chamber, means on thestemof the piston for closing a circuit, and a spring for moving thepiston against said fluid pressure, substantially as set forth.

' 16. In a car controlling system, a circuit for motive power, a fluidpressure brake, means in said circuit to prevent operation of said brakeand a manually operable'circuit breaker to cut off the motive power and4cause emergency application of the brakes,

substantially as set forth.

17. In a car'controlling system, a circuit for motive power, a fluidpressure brake system, a circuitbreaking means held against operation bythe normal pressure in the brake system and adapted on undue lowering ofpressure to bre-ak the circuit, a spring acting to operate said circuitbreaker, and

means for adjusting the tension of the ,y

spring, substantially as set forth.

18. In a car controlling system, a circuit for motive power comprisingstationary conductors and conductors moving with the car and contactingwith the stationary conduc tors, in combination with fiuidpressurebrakes, means in said vcircuit normally preventing applicationof said brakes, and means for applying them on interruption of contactbetween a stationary and a mov'- able conductor, substantially assetforth.

19. :in a. car controlling system, trolley wire, a trolley, fluidpressure brakes', manual and automatic controls for said brakes, saidautoi'natic control including means in cir cuit with the trolley toprevent application 5 of said brakes and means to apply the brakes whenthe trolley leaves the wire, sub stantially as set forth. l

In witness whereof, we have hereunto set our hands at Indianapolis,Indiana, this 8th day of March, A. D., nineteen hundred and twenty-one.

LUI F. IIELLMANN. IVILLIAM YV. BAXTER.

TWitnesses:

' E. H, PFLUMM,

CAREY S. FRYE.

